Faa Flight Standarization 560 550 Board Cessna 500

U.S.
Department of Transportation
Federal Aviation Administration
Washington, D.C.
Flight Standardization Board (FSB) Report
Revision: 1
Date: 10/6/2014
Cessna Aircraft Company CE-500
Models 500, 501, 550, 551, S550, 552, 560
Eric H Sanford, Chair

Flight Standardization Board
Federal Aviation Administration

Kansas City Aircraft Evaluation Group
901 Locust, Rm. 332
Kansas City, MO 64104
Telephone: (816) 329-3233

FAX: (816) 329-3241
Revision 1 10/6/2014
Cessna 500 FSB Report
RECORD OF REVISIONS
Revision Sections Date Chair

0 (S550/552) All 12/28/1984 Herbert Meadowcroft
0 (560 CDS/R) All 10/31/2001 Douglas Edwards
0 (560 Encore +) All 4/9/2007 Douglas Edwards
0 (500,550,S550, 560 All 12/01/2011 Jeff Spangler
IS&S)
Revision 1 All 10/6/2014 Eric Sanford
Highlights of Changes:
Revision Original Changes
Revision 1 Changes
Create a Composite report for CE-500 Pilot Type Rating that incorporates all previous reports and memos.
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CONTENTS
SECTION PAGE
RECORD OF REVISIONS ............................................................................................ 2
CONTENTS ................................................................................................................. 3
1. PURPOSE AND APPLICABILITY .............................................................................. 4
2. PILOT TYPE RATING REQUIREMENTS................................................................... 5
3. MASTER REQUIREMENTS ...................................................................................... 14
4. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODR) ................... 15
5. SPECIFICATIONS FOR TRAINING .......................................................................... 16
6. SPECIFICATIONS FOR CHECKING ........................................................................ 21
7. SPECIFICATIONS FOR CURRENCY ....................................................................... 23
8. AIRCRAFT REGULATORY COMPLIANCE CHECKLIST ...................................... 24
9. SPECIFICATIONS FOR TRAINING DEVICES AND SIMULATORS ...................... 26
10. APPLICATION OF FSB REPORT.............................................................................. 26
11. ALTERNATE MEANS OF COMPLIANCE ............................................................... 27
APPENDIX 1. MASTER DIFFERENCE REQUIREMENTS (MDR) TABLE
APPENDIX 2. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS
APPENDIX 3. ACCEPTABLE TRAINING PROGRAM CONTENT- (RESERVED)
APPENDIX 4. AIRCRAFT COMPLIANCE CHECKLIST- (RESERVED)
APPENDIX 5. ELECTRONIC FLIGHT BAG (EFB) EVALUATION FOR CESSNA MODEL

501 AIRCRAFT MODIFIED BY SIERRA INDUSTRIES, INC. STC#
SA11050SC-D
APPENDIX 6. EFB EVALUATION FOR CESSNA MODELS 500, 550, S550 and 560
AIRCRAFT MODIFIED BY IS&S STC# ST02739NY.
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1. PURPOSE AND APPLICABILITY
1.1 Purpose. This Flight Standardization Board (FSB) report specifies training, checking, and
currency requirements applicable to flight crewmembers operating Cessna models 500, 501, 550,
551, S550, 552, 560 (CE-500) pilot type rated aircraft. This report is the basis for FAA approved
training programs. The guidelines in this report determine minimum requirements for FAA
approved training programs applicable to Aviation Safety Inspectors, Principal Operations
Inspectors (POIs), 14 CFR Part 91K and 135 Check Airmen and Instructors, Airline Transport
Pilots instructing in air transportation service, Certificated Flight Instructors (CFI), Aircrew
Program Designees (APD), and Training Center Evaluators (TCE) and 14 CFR Part 61, 135, 141
and 142 training providers.
The objectives of this FSB were to:

• Determine Pilot Type Rating
• Identify training, checking and currency requirements
• Establish Master Common Requirements
• Establish Master Difference Requirements
• Provide acceptable Operator Differences Requirements
• Review AFM and Checklist procedures for operational suitability
• Describe acceptable training program and training device characteristics
• Provide determination of regulatory compliance status
1.2 Applicability. The provisions of this report apply to all operations of Cessna model 500, 501,
550, 551, S550, 552, and 560 aircraft as specified in the FAA Type Certificate Data Sheet
(TCDS) number A22CE and A27CE. This report is also applicable to all training and checking
conducted in the aircraft, as well as the currency and experience provisions.
1.3 The provisions of this FSB report are effective until amended, superseded, or withdrawn by
subsequent revisions to this report. This report becomes effective with final approval by the
FAA. Training, checking and currency for the CE-500 aircraft must be conducted in accordance
with all provisions of this report. All FAA approved training programs must incorporate the
latest FAA approved AFM procedures, AFM compliant checklist, manufacturer’s
recommendations for training maneuvers and all provisions of this report.
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1.4 Determinations made in this report are based on the evaluations of specific CE-500 aircraft
equipped in a given configuration and in accordance with current regulations and guidance.
Modifications and upgrades made to the models described herein, or introduction of new related
aircraft, may require amendment of the findings in this report. The FSB reserves
responsibility/authority to re-evaluate and modify sections of this report based on new or revised
advisory circulars, regulations, aircraft operating experience, or the testing of new or modified
aircraft under the provisions of AC 120-53 (as amended) and/or the Common Procedures
Document for conducting Operational Evaluation Boards, 10 June, 2004.
2. PILOT TYPE RATING REQUIREMENTS
2.1 Background
2.1.1 Model 500 (Citation and Citation1): The model 500 was type certificated on September 9,
1971 in transport category. The aircraft was the first model which originated the CE-500 pilot
type rating and was type certificated for two pilots. This model is a straight wing aircraft
powered by two JT15D-1, JT15D-1A, or JT15D-1B turbofans used in any combination with a
static thrust at standard day, seal level of 2,200 LBS. The maximum operating altitude for the
model 500 is determined by serial number (S/N) or service bulletin: 35,000´ for S/N 500-0001-
through 0213, 41,000´ for S/N 500-0001 through 500-0213 modified in accordance with Cessna
Service Bulletin SB21-9 and 41,000´ for S/N 500-0214 through 500-0689. The maximum takeoff
weight for the model 500 aircraft is determined by serial number or service bulletin and are as
follows: 10,850 LBS for S/N 500-0001 through 500-0070, 11,500 LBS for S/N 500-0071
through 500-0302 (specific model 500 aircraft within the range 500-0001 through 500-0302 are
eligible for increased maximum weights when modified in accordance with applicable Cessna
service bulletins) and 11,850 LBS for S/N 500-0303 through 500-0689. The model 500 aircraft
were originally installed with ARC analog radios or dual Collins VHF Communication radios
VIR 30 Navigation receivers, ADF 60s, Sperry APZ 500 Autopilot and Bendix 1100 Radar.
2.1.2 Model 501: The model 501 was type certificated on January 7, 1977 in normal category.
The aircraft has the common type rating as the model 500 and is type certificated for one pilot
plus equipment specified in the airplane flight manual, or two pilots. This model is a straight
wing aircraft powered by two JT15D-1A or JT15D-1B turbofans used in any combination with a
static thrust at standard day, seal level of 2,200 LBS. The maximum operating altitude for the
model 501 is 41,000´. The maximum takeoff weight for the model 501 is 11,850 LBS. The
model 501 has the same avionics installed as the model 500 aircraft.
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2.1.2.1 Model 501 modified with STC# SA11050SC-D for Garmin G950 Avionics: A flight
standardization board conducted an evaluation on October 7, 2011, to determine pilot training,
checking, and currency difference requirements for this installation.
This STC replaces the Sperry SPZ-500 mechanical instruments and radios with dual GDU 1040
PFD, a GDU 1040 MFD, dual GMA 1347D audio panels, GIA 63W Integrated Avionics Unit,
GDC 74B Air Data Computer, GRS 77 AHRS, Dual GTX 33 Mode S Transponders, GWX 68
Weather Radar, and GDL 69 Data link with optional XM Satellite Radio. Radio tuning is
accomplished through PFDs, MFD or FMS controller instead of separate mechanical control
units. Pilot and co-pilot Garmin audio panels replaced the OEM audio panels. This installation
also provides for new instrument panels, glare shield and pedestal. Flight director mode select
panel has been relocated to the pedestal and relocated master warning lights panel from center
panel to the glare shield. Electronic standby instrument replaces mechanical gyro, airspeed and
altimeter indicators. This STC includes, “FliteChart” display functions for electronic display of
airport diagrams, approach plates, arrival and departure procedures which requires a second
suitable source. Optional ChartView was not evaluated and a suitability determination was not
made. A specific description for the system configuration appropriate to the installation is
available in the approved airplane flight manual and Garmin G950 Integrated Flight Deck Pilots
Guide for the Cessna Model 501. Electronic engine instruments were not evaluated by the flight
standardization board on the Cessna model 501 for this installation.
2.1.3 Model 550
2.1.3.1 Model 550 (Citation II, Transport Category): The model 550 (S/N 550-0001 through S/N
550-0505 and S/N 550-0550 through S/N 550-0800) was type certificated on March 24, 1978 in
transport category. The aircraft has the same pilot type rating as the model 500 and is type
certificated for two pilots. This model is a straight wing aircraft powered by two JT15D-4 or two
JT15D-4 turbofans with a static thrust at standard day, seal level of 2,500 LBS. The maximum
operating altitude for the model 550 is 43,000´. The maximum takeoff weight for the model 550
is determined by serial number and is 13,300 LBS for S/N 550-0001 through 550-0626 and
14,100 LBS for S/N 550-0627 through 550-0800. The model 550 is equipped with individual
mechanical flight instruments and has the option for the Bendix EFS-10, Sperry EDZ-600,
Sperry EDZ 601 and Sperry EDZ-603 electronic flight instruments.
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2.1.3.2 Model 550 with Universal EFI-890R STC# ST03947AT: (S/N 550-0001 through 550-
0505 and S/N 550-0550 through S/N 550-0800). A flight standardization board conducted an
evaluation on December 16, 2011, to determine pilot training, checking, and currency
requirements for the differences of Cessna model 550 (Citation II) when modified with Universal
EFI-890R by STC# ST03947AT. During the evaluation, the following additional modifications
were evaluated: Master Caution Panel with LED Lighting by STC# ST03948AT and Advanced
Digital Audio Management System by STC# ST03946AT.
The following differences were identified:
This installation replaces EADI, EHSI and/or mechanical flight instruments and engine
instruments with three flat panel electronic Universal Avionics Systems Corporation EFI-890R
displays (2 PFD’s and 1 MFD-engine instruments incorporated into MFD) and dual solid state
Rockwell Collins AHS-3000 Attitude Heading Reference Units (AHRS). The optional electronic
chart server unit is configured for electronic charts or satellite weather data but was not evaluated
by the flight standardization board. The three existing standby instruments are replaced by one
electronic standby instrument system GH-3100. Dual Rockwell Collins TDR-94D Mode S
transponder system replaces existing transponder system. The new transponders will be
interfaced with the existing Bendix CAS 66A TCAS 1 system and be displayed on the EFI-890R
displays. The Orbitz Avionics and Communications System Ltd. is installed which replaces the
existing audio control system. Master caution panel is upgraded by removing incandescent
annunciators and installing Aerospace Optics LED annunciator assemblies.
2.1.3.3 Model 550 (Citation Bravo): The model 550 (S/N 550-0801 and on) was type
certificated on January 8, 1997 in transport category. The aircraft has the same pilot type rating
as the model 500 and is type certificated for two pilots. This model is a straight wing aircraft
powered by two PW530A turbofans with a static thrust at standard day, seal level of 2,887 LBS.
The maximum operating altitude for the model 550 (Citation Bravo) is determined by serial
number or service bulletin as follows: 43,000´ S/N 550-0801 through S/N 550-0820 and S/N
550-0822 through S/N 550-0823 (or 45,000´ when S/N 550-0801 through S/N 550-0808, S/N
550-0809 through S/N 550-0820 and S/N 550-0822 through S/N 550-0823 are modified in
accordance with applicable Cessna Service Bulletins) and 45,000´ for S/N 550-0821, S/N 550-
0824 and on. The maximum takeoff weight for the model 550 (Citation Bravo) is 14,800 LBS.
The Citation Bravo is equipped with a Dual Primus 1000 electronic flight instrument display and
flight guidance system with multi-function display.
2.1.4 Model 551 (Citation II, Normal Category): The Model 551 was type certificated on June
30, 1978 in normal category. The aircraft has the common pilot type rating as the model 500 and
is type certificated for one pilot plus equipment specified in the airplane flight manual, or two
pilots. This model is a straight wing aircraft powered by two JT15D-4 turbofans with a static
thrust at standard day, sea level of 2,500 LBS. The maximum operating altitude for the model
551 is 43,000´. The maximum takeoff weight for the model 551 is 12,500 LBS. The model 551
is equipped with individual mechanical flight instruments and has the option for the Bendix EFS-
10, Sperry EDZ-600, Sperry EDZ 601 and Sperry EDZ-603 electronic flight instruments.
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2.1.5 Model S550 (Citation S/II): The model S550 was type certificated on August 15, 1984 in
certificated for two pilots. This model is a straight wing aircraft powered by two JT15D-4B
turbofans with a static thrust at standard day, sea level of 2,500 LBS. The maximum operating
altitude for the Model S550 is 43,000´. The maximum takeoff weight for the model S550 is
determined by serial number as follows: 14,700 LBS for S/N S550-0001 through S/N S550-0085
and 15,100 LBS for S/N S550-0086 through S/N S550-0160. The model S550 (Citation S/II) is
equipped with individual mechanical flight instruments and has the option for the Bendix EFS-
10, Sperry EDZ-600, Sperry EDZ- 601 and Sperry EDZ-603 electronic flight instruments.
A flight standardization board conducted an evaluation and released a memorandum on

December 28, 1984, to determine pilot training, checking, and currency requirements for the
differences from the CE-550 (Citation II, Transport Category) to the CE-S550. The following
differences and components were identified:
• The wing airfoil was changed to increase the critical mach number (Mcr). Wing cuffs and
fuselage fairings were added to increase fuel storage and Mcr.
• There are elevator trim tabs on both of the elevator sections instead of only the left
section. Because the trim tab area was doubled, the rate of trim movement was slowed to
provide about the same feel while trimming.
• The maximum takeoff weight has been increased to 14,300 pounds, the maximum
landing weight to 13,600 pounds and the maximum zero fuel weight to 11,000 pounds.
• The flaps were changed by adding two inboard flap sections and changing the actuating
system from electric to hydraulic motors. The increased flap area results in approach
speeds about the same as they were at the lower maximum landing weight.
• The wing and tail de-ice pneumatic boots and inboard electrically heated wing were
replaced with an anti-icing fluid system.
• A stall warning stick shaker has been added.
• The CE-S550 is powered by two JT-15D-4B.
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2.1.6 Model 552 (Navy T-47A): The model 552 was type certificated on November 21, 1984, in
certificated for two pilots. This model is a straight wing aircraft powered by two JT15D-5
turbofans with a static thrust at standard day, seal level of 2,900 LBS. The maximum operating
altitude for the model 552 is 43,000´. The maximum takeoff weight for the model 552 is 15,500
LBS. The model 552 flight instruments and avionics were specific to military training
requirements.
A flight standardization board conducted an evaluation and released a Memorandum on

December 28, 1984, to determine pilot training, checking, and currency requirements for the
differences from the CE-550 (Citation II, Transport Category) to the CE-552. The following
differences and components were identified:
• The wing airfoil, elevator trim tabs, flaps, ice protection system and stick shaker are the
same as for the CE-S550.
• To further increase the critical mach number the wingspan was shortened by 5.24 feet to
46.46 feet.
• The horizontal stabilizer was moved up 5 inches on the vertical stabilizer and the elevator
hinge point moved aft 4 inches on the same elevator. As a result of the increased elevator
area forward of the hinge point most of the horn balance has been replaced with mass
balancing in the leading edge of the elevator. These changes have made the 552 slightly
longer than other 550s.
• The pitch feel system was changed by removing the bobweight and inserting a
downspring into the artificial feel system. The change makes the 552 more sensitive in
pitch than previous model 550s.
• In order to reduce roll control pressures in high speed flight a hydraulic power control
system has been installed in the aileron control system. This hydraulic system is not part
of the aircraft hydraulic system.
• The gross weight was further increased to 15,500 pounds, the landing weight to 14,300
and the zero fuel weight decreased to 10,500 pounds.
• The CE-552 is powered by two JT-15D-5 engines. These engines have an electronic fuel
control system and provide 400 pounds more thrust than the JT-15D-4B engine.
2.1.7 Model 560
2.1.7.1 Model 560 (Citation V): The model 560 (S/N 560-0001 through S/N 560-0259) was type
certificated on December 9, 1988 in transport category. The aircraft has the same pilot type
rating as the model 500 and is type certificated for two pilots. This model is a straight wing
aircraft powered by two JT15D-5A turbofans with a static thrust at standard day, sea level of
2,900 LBS. The maximum operating altitude for the model 560 (S/N 560-0001through S/N 560-
0259) is 45,000´. The maximum takeoff weight for the model 560 (S/N 560-0001through 560-
0259) is: 15,900 LBS. The model 560 (S/N 560-0001 through S/N 560-0259) is equipped with
individual mechanical flight instruments and has the option for the Honeywell (Sperry) EDZ-603
and EDZ-605 Electronic Flight Instrument System (EFIS).
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2.1.7.1.1 Model 560 with CDS/R STC# ST01165LA: A flight standardization board conducted
an evaluation and released a report on October 31, 2001, to determine pilot training, checking,
and currency requirements for the differences of the base aircraft CE-560 (S/N 560-0001 through
S/N 560-0259) to CE-560 (S/N 560-0001 through S/N 560-0259) when modified by STC#
ST01165LA.
This installation incorporates 8˝x10˝ flat panel primary and multi-function EFIS displays which
replace mechanical flight instruments and aircraft equipped with 5˝X5˝ EFIS displays. PFD and
MFD menu control is through a joystick and a new reversionary controller is added. Flight
director mode selection is controlled from a new panel (MS-560) and flight director mode
controllers are moved to the glare shield along with caution/warning panel. The FMS CDU has
been updated to CD-820. Terminal Collision Avoidance System (TCAS) and added Enhanced
Ground Proximity Warning System (EGPWS) are integrated with EFIS display and display
control panels. A new altitude pre-selector is installed and altitude Baro-Set is provided on the
EFIS Display Controller (DC-550). Separate mechanical standby attitude, airspeed, and altitude
instruments are installed and the No. 1 RMU provides backup HSI with heading and course/glide
slope data.
2.1.7.2 Model 560 (Citation Ultra): The model 560 (S/N 560-0260 through S/N 560-0538) was
type certificated on December 9, 1988 in transport category. The aircraft has the same pilot type
aircraft powered by two JT15D-5D turbofans with a static thrust at standard day, sea level of
3,045 LBS. The maximum operating altitude for the model 560 Citation Ultra (S/N 560-0260
through 560-0538) is 45,000´. The maximum takeoff weight for the model 560 Citation Ultra
(S/N 560-0260 through 560-0538) is 16,300 LBS. The following Citation Ultra 560 models
when modified per EC 46497 are eligible to operate at an increased takeoff weight of 16,650
LBS: S/N 560-0387, -0392,- 0404, -0410,-0415, -0420, -0426, -0452, -0456, -0462, -0468, -
0472, -0495, -0501, -0505, -0508, -0513, -0524, -0529, 0532, -0534 and -0538. The model 560
Citation Ultra is equipped with Honeywell Primus 1000 electronic flight instrument systems.
2.1.7.3 Model 560 (Citation Encore): The model 560 (S/N 560-0539 through S/N 560-0750)
was type certificated on April 26, 2000 in transport category. The aircraft has the same pilot type
aircraft powered by two PW535A turbofans with a static thrust at standard day, sea level of
3,400 LBS. The maximum operating altitude for the model 560 Encore is 45,000´. The
maximum takeoff weight for the model 560 Encore is 16,630 LBS. The model 560 Encore is
equipped with Honeywell Primus 1000 electronic flight instrument system.
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2.1.7.4 CE-560 Encore +: The model 560 (S/N 560-0751 through S/N 560-0815) was type
certificated on December 14, 2006 in transport category. This aircraft has the same pilot type
aircraft powered by two PW535B turbofans with a static thrust at standard day, sea level of 3,400
LBS. The maximum operating altitude for the model 560 Encore + is 45,000´. The maximum
takeoff weight for the model 560 Encore + is 16,830 LBS. The Model 560 Encore + is equipped
with Rockwell Collins Pro-line 21 electronic flight instruments.
A flight standardization board conducted an evaluation and released a report on April 9, 2007, to
determine pilot training, checking, and currency requirements for the differences of the base
aircraft CE-560 (Encore S/N 560-0539 through S/N 560-0715) and CE-560 (Encore + S/N 560-
0751 through S/N 560-0815). Collins Proline 21 avionics replaces Honeywell P1000 Avionics.
Honeywell EFIS displays are replaced by Collins PFD’s both displaying attitude indicator,
horizontal situation indicator, airspeed/mach, altimeter, vertical speed and RMI. PFD options are
controlled through the Display Control Panel (DCP-3000) and bezel buttons. MFD options are
selected using the FMS-3000 Integrated Flight Information System Panel and bezel buttons.
Collins FMS 3000 is installed as standard equipment. A Rockwell Collins Proline 21 Flight
Control System (FCS) provides a three axis autopilot with yaw damper having modes similar to
the Honeywell System. Flight Director Mode Selections are controlled from either of the pilots
or copilots Mode Select Panels (MSP-85). Communications are controlled through Radio Tuning
Units (RTU’s). Altitude Pre-Selector Controller is moved from the MFD to Course Heading
Panel (CHP-3000) and Altitude Baro-Set is provided on the Display Control Panel (DCP-3000).
TCAS and EGPWS are integrated with PFD and MFD Display Options. Standby Instruments are
provided by separate electronic standby attitude, airspeed and altitude instruments and the No. 1
RTU provides HSI with heading and course/glide slope data. The PW535A engine is replaced by
the PW535B engine which is a FADEC controlled engine. Airstart envelope minimum speed is
increased from 150 KIAS/FL300 to 170 KIAS/FL300. Maximum ramp and takeoff weight have
been increased by 200 LBS and takeoff, landing and enroute temperature is reduced.
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2.1.8 IS&S STC# ST02739NY: A flight standardization board conducted an evaluation and
released a report on December 1, 2011, to determine pilot training, checking, and currency
requirements for the differences with the installation of Innovative Support and Solution (IS&S)
Flat Panel Display System, Honeywell Weather Radar and optional XM Weather Receiver on
models S/N 500-0275 through S/N 500-0689, S/N 550-0001 through S/N 550-0733, S/N S550-
0001 through S/N S550-0160 and S/N 560-0001 through S/N 560-0259.
This installation consists of a two or three display EFIS System whereby the PFD replaces the
pilots and optionally the co-pilots instrumentation. An MFD replaces standard mechanical engine
instrumentation and will display TCAS, TAWS and optional single source electronic charts. The
PFD replaces the following pilots and co-pilots instrumentation (if applicable): EADI, EHSI
and/or mechanical flight instruments. The MFD replaces standard mechanical engine
instrumentation which can also supply backup information on the PFD. The annunciator panel
has been moved to accommodate the installation of the MFD. Standby attitude, airspeed and
altimeter have been relocated to the center instrument panel. Weather Radar display has been
incorporated into the displays (PFD/MFD). Separate indicators for DME information have been
removed and incorporated into the flight displays.
2.1.9 G600 STC# ST01395WI: A flight standardization board conducted an evaluation on

August 18, 2011, to determine pilot training, checking, and currency requirements for the
differences with installation of a single Garmin 600 Integrated Flight Display System (IFDS)
which includes a PFD and MFD in the left pilots instrument panel of Cessna models
500/501/550/551 and S550.
This Garmin G600 System replaces individual attitude, heading, airspeed, altitude and vertical
speed instruments with an integrated electronic display using a flat panel LCD. The G600
System integrates with the existing SPZ-500 flight director/autopilot and displays information
from the existing navigation equipment (VOR, ILS, GPS, LPV) as well as limited electronic
flight bag (EFB) functions (electronic charts and data link weather information) in the multi-
function portion of the display. The system further includes the following components: GDC-620
PFD/MFD, GRS 77 AHRS with GMU 44 magnetometer, GDC 74B Air Data Computer with
GTP 59 Temperature Probe, GAD 43 Autopilot Adapter, GDU 620 Roll Steering Output
interfaced with existing SPZ-500 AFCS and existing single or dual GNS430W/530W or GTN
650/750 series VHF communication/VOR-ILS receiver/GNSS (SBAS) navigation system. The
following components have been removed from the left pilot’s panel: ADI and HSI, vertical gyro
and compass system, airspeed, altitude, and vertical speed indicators.
2.2 Pilot Type Rating Determination. The “CE-500” pilot type rating is designated for Cessna
models 500, 550, S550, 552 and 560 from TCDS A22CE and Cessna models 501 and 551 from
TCDS AC27CE. The Board utilized the process outlined in Advisory Circular AC 120-53 and
the Common Procedures Document for Conducting Operational Evaluation Boards (JAA,
TCCA, FAA) dated 10 June 2004. For the purpose of design and operating characteristics the
CE-500 aircraft are Multiengine, Turbo-Jet, Land aircraft Transport Category certificated (500,
550, S550, 552 and 560) and Normal Category (501 and 551).
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2.2.1 Pilot Type Rating. Practical tests conducted in Cessna model 500, 550, S550, 552 and 560
are required to be conducted with two pilots and satisfactory completion will result in a CE-500
pilot type rating on the pilots temporary airmen certificate, with the limitation “CE-500 Second
in Command Required.” The satisfactory accomplishment of the CE-500 practical test utilizing a
second in command will be recorded in the applicant’s logbook in accordance with FAA Order
8900.1 Volume 5, Chapter 2.
2.2.2 Pilot Type Rating-Practical Test as Single Pilot Model 501/551. An applicant who
satisfactorily completes a practical test as a single pilot in Model 501or 551 will be issued a CE-
500 pilot type rating on the pilot’s temporary airman certificate. The satisfactory
accomplishment of the CE-500 practical test as a single pilot in specific Model 501 or 551 will
be recorded in the applicant’s logbook in accordance with FAA Order 8900.1 Volume 5, Chapter
2.
2.2.3 Pilot Type Rating-Practical Test with Two Pilots Model 501/551. In accordance with the
provisions of 14 CFR §61.43(b)(3) and FAA Order 8900.1 Volume 5, Chapter 2, when the
airplane’s TCDS or AFM states the minimum crew composition to be a single pilot, the applicant
may elect to perform the practical test as a single pilot or with an SIC.
An applicant who satisfactorily completes a practical test utilizing an SIC in Model 501/551 will
be issued a CE-500 pilot type rating on the pilots temporary airmen certificate with a Limitation,
“CE-500 Second in Command Required.” The satisfactory accomplishment of the CE-500
practical test utilizing a second in command in specific Model 501 or 551 will be recorded in the
applicant’s logbook in accordance with FAA Order 8900.1 Volume 5, Chapter 2. This “SIC
Required” limitation is necessary for the CE-500 pilot type rating because the CE-500 pilot type
rating includes both single pilot and two pilot type certificated aircraft and single pilot versus
two pilot qualification is documented on the pilot certificate.
2.2.4 Removing SIC Limitation. Removing a “CE-500 Second In Command Required”

limitation must be accomplished with a practical test as a single pilot in Cessna model 501 or
551 in accordance with FAA Order 8900.1 Volume 5 Chapter 2.
• Preflight preparation tasks: none;

• Preflight procedures tasks: all;
• Takeoff and departure phase tasks: all;
• In flight maneuvers tasks: c, e, f;
• Instrument procedures tasks: all;
• Landings and approaches to landing tasks: all;
• Normal and abnormal procedures;
• Emergency procedures; and
• Postflight procedures tasks: all.
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2.2.5 Second-In-Command Pilot Type Rating. The second-in-command pilot type rating may be
issued in accordance with 14 CFR §61.55, and FAA Order 8900.1 Volume 5, Chapter 2, and
must include flight crew emergency training as specified in 5.2.3. The SIC pilot type rating is
designated "CE-500" with Limitation for “CE-500 SIC Privileges Only”.
3. MASTER REQUIREMENTS
3.1 Common Requirements (All CE-500 aircraft).
3.1.1 Autopilot Engage Altitudes. CE-500 aircraft have autopilot suitability for engagement at or
above various minimum altitudes after takeoff as specified in each applicable AFM. There are
various autopilots approved for the CE-500 aircraft with various autopilot engagement altitudes.
For 14 CFR §135.93 operators, authorization for autopilot engagement after takeoff is as
designated in accordance with the AFM limitations, 14 CFR §135.93 or operations
specifications, whichever is higher.
3.1.2 Minimum Altitude for Autopilot Use/Instrument Approaches. For instrument approaches,
the minimum altitude for autopilot use is designated in accordance with the AFM limitations, 14
CFR §135.93 and/or Operations Specifications.
3.1.3 Landing Minima Categories (14 CFR §97.3). The CE-500 aircraft are considered Category
B aircraft for the purposes of determining “straight-in landing weather minima” (Flaps Land/Full
as applicable). For circling, the minima are Category C (Flaps T.O & Appr., 20, 15, or as
applicable to respective CE-500 aircraft until landing assured) unless otherwise required by 14
CFR or operations specifications. For actual approach speeds used for operators with operations
specifications paragraph C53, circling minimums are as specified for the actual approach speed
(KIAS) to be used for a circling maneuver.
3.1.4 Normal Final Landing Flap Setting. The normal "final landing flap setting" per 14 CFR§
91.126(c) is considered to be "Flaps Land/Full" for all CE-500 aircraft. Abnormal procedures as
applicable to respective CE-500 aircraft are used for one engine inoperative approach and
landing and in those situations where "Flaps Land/Full" is not used.
3.1.4.1 Circling Approach Flap Settings. Normal circling approaches are flown, “Flaps, 15, 20
and T.O &Appr.” (as applicable to the respective CE-500 aircraft) from the FAF until landing
assured.
Page 14 of 53
3.1.5 Normal Takeoff Flap Setting. The takeoff requires a flap setting of either Up, 0, 7, 15, 20
or T.O &Appr. as applicable to the respective CE-500 aircraft with performance data.
3.1.6 “No Flap” Approach and Landing. No flap approach and landing training and checking is
required. When conducted in an airplane a touchdown from a no-flap or partial-flap approach is
not required and shall not be attempted in accordance with FAA Order 8900.1 Volume 5,
Chapter 3.
3.1.7 Specific Flight Characteristics. No other special or unique requirements/flight

characteristics common to all CE-500 aircraft are identified.
3.2 Master Difference Requirements (MDR).
3.2.1 Requirements for particular CE-500 pilot type rated aircraft combinations. Master
Difference Requirements (MDRs) for related CE-500 aircraft are shown in Appendix 1. These
provisions apply when differences between related aircraft exist which affect crew knowledge,
skills, or abilities related to flight safety.
3.2.2 MDR Footnotes. Footnotes to MDR requirements define acceptable "required means" or
"alternate means" of compliance. A footnote can indicate requirements that are less restrictive
than the basic designation, or more restrictive than the basic designation, depending on the
significance of the differences between related aircraft.
4. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODR)
4.1 ODR Tables. ODR tables identify difference which affect crew qualification and are used to
show an operator's compliance method. Acceptable ODR tables for operators conducting mixed
fleet operations, operating the model 500/550/S550/560/501/551 are shown in Appendix 2. The
ODR tables represent an acceptable means to comply with MDR provisions based on those
differences and compliance methods shown. The tables do not necessarily represent the only
acceptable means of compliance for operators with airplanes having other differences, where
compliance methods (e.g., devices, simulators, etc.) are different. For operators flying models
500/550/S550/560/501/551 the ODR tables in Appendix 2 have been found acceptable, and
therefore, may be approved by a POI for a particular operator. The three types of ODR Tables
are Design, System, and Maneuver Differences Tables. Design differences account for
equipment model changes. System differences account for specific system level changes.
Maneuver differences account for changes in operating procedures of changed equipment.
4.2 Operator Preparation of ODR Tables. Operators flying a “mixed fleet” of CE-500 aircraft
must have approved ODR tables pertinent to their fleet or complete initial training, checking, and
currency in each separate model in their fleet.
Page 15 of 53
4.3 ODR Table Coordination. ODR tables proposed by operators that are not identical or
equivalent to acceptable ODR Tables published in this report must be coordinated with the FSB
Chair prior to FAA approval and implementation. FSB coordination ensures consistent treatment
of related CE-500 aircraft between various operators, and compatibility of each ODR table with
MDR provisions.
4.4 ODR Table Distribution. Original FAA approved ODR tables not published in this report are
to be retained by the operator. Copies of FAA approved ODR tables are to be retained by the
Certificate Holding District Office (CHDO).
5. FSB SPECIFICATIONS FOR TRAINING
The provisions of this section apply to programs for airmen who have experience in multi-engine
transport turbojet aircraft including glass cockpit and FMS experience. For airmen not having
this experience, additional requirements may be appropriate as determined by the POI, FSB,
and/or AFS-200.
5.1 Areas of Emphasis
5.1.2.1 Special Emphasis Model 560. The following areas of emphasis should be addressed
during ground and flight training:
a) 560 (Ultra, Encore, Encore +). Pilots need to become proficient at interpreting and
understanding the multitude of information presented on the PFDs and MFD. Altitude
and airspeed are now presented on vertical scale instruments in both digital and
analog formats. Due to this change, pilots transitioning from traditional round dial
basic "T" instruments may require additional training and instrument scan practice to
gain proficiency in manually flying by reference to the PFD. Recognition of
reversionary modes and display failures and appropriate corrective action to be taken
should be addressed. Use of composite mode should be trained to conduct precision
and non-precision approaches, with and without the flight director.
b) 560 (Encore +). Full Authority Digital Electronic Control (FADEC) and JT15D vs.
PW535B engines. An operational understanding of the FADEC and the engine thrust
mode selection is required.
c) 560 (Citation V) CDS/R. Pilots need to become proficient at interpreting and

understanding the multitude of information presented on the PFDs and MFD. Altitude
and airspeed are now presented on vertical scale instruments in both digital and
analog formats. Due to this change, pilots transitioning from traditional round dial
basic "T" instruments may require additional training and instrument scan practice to
gain proficiency in manually flying by reference to the PFD. Recognition of
reversionary modes and display failures and appropriate corrective action to be taken
should be addressed. Use of composite mode should be trained to conduct precision
and non-precision approaches, with and without the flight director.
Page 16 of 53
5.1.2.2 Special Emphasis Garmin G600. Pilots need to become proficient at interpreting and
understanding the multitude of information presented on the PFDs and MFD. Altitude and
airspeed are now presented on vertical scale instruments in both digital and analog formats. Due
to this change, pilots transitioning from traditional round dial basic "T" instruments may require
additional training and instrument scan practice to gain proficiency in manually flying by
reference to the PFD. Recognition of reversionary modes and display failures and appropriate
corrective action to be taken should be addressed. Use of composite mode should be trained to
conduct precision and non-precision approaches, with and without the flight director.
5.1.2.3 Special Emphasis IS&S. Pilots need to become proficient at interpreting and
5.1.2.4 Special Emphasis Garmin G950. Pilots need to become proficient at interpreting and
5.1.2.5 Special Emphasis Universal EFI-890R. Pilots need to become proficient at interpreting
and understanding the multitude of information presented on the PFDs and MFD. Altitude and
5.1.2.6 Special Emphasis Model 501/551. For single pilot normal category type certification,
training must emphasize pilot workload, single pilot resource management and planning, and
complete a practical test as a single pilot.
5.2 Pilots Initial, Transition and Upgrade Training.
5.2.1 Pilots Initial, Transition and Upgrade Ground Training. Initial, transition, or upgrade
ground training for the CE-500 aircraft is accomplished as specified by 14 CFR §§61.155,
91.1101 and 135.345 and FAA Order 8900.1 Volume 3, Chapter 19. No unique provisions or
requirements are specified. Training program hours may be reduced as specified in 14 CFR Part
135 and FAA Order 8900.1 Volume 3, Chapter 19.
Page 17 of 53
5.2.2 Pilots Initial, Transition and Upgrade Flight Training. Initial, transition, or upgrade flight
training for the CE-500 aircraft must be accomplished as specified by 14 CFR §§61.157, 91.1103
and 135.347 and FAA Order 8900.1 Volume 3, Chapter 19. No unique provisions or
requirements are specified. Training program hours may be reduced as specified in 14 CFR
§135.325 and FAA Order 8900.1 Volume 3, Chapter 19.
5.2.3 Crewmember Emergency Training. Crewmember emergency training should be

conducted for the CE-500 aircraft in accordance with 14 CFR Part 61, 91K and 135 and FAA
Order 8900.1, Volume 3, Chapter 19. The objective of emergency training for the CE-500
aircraft is to provide crewmembers with the necessary knowledge concerning emergency
equipment, situations, and procedures, to ensure implementation of the correct actions in the
event of an emergency.
Emergency training consists of instruction on the location, function, and operation of emergency
equipment that is different in each related aircraft of the CE-500 aircraft and from other aircraft
in the operator's fleet. Where emergency equipment is common, instruction may be adjusted for
crewmembers qualified and current on this equipment, provided records are available which
demonstrate that crewmembers meet 14 CFR §91.1083 or 14 CFR §135.331 and FAA Order
8900.1 requirements. For example, if the fire extinguishers are common to fire extinguishers on
other aircraft in the operator's fleet, training may be credited for all applicable aircraft.
Conversely, for equipment that is unique to the CE-500 aircraft, training on the emergency
equipment for each related aircraft is required.
Emergency training also consists of instruction in crewmember emergency assignments and

procedures including crew coordination and communication, the handling of emergency or other
unusual situations, and emergency performance and observation drills that are specific to each
related CE-500 aircraft.
In accordance with 14 CFR §91.1083, 14 CFR §135.331 and FAA Order 8900.1 Volume 3,
Chapter 19 emergency training requirements refer to two types of training, "general" emergency
training and "aircraft specific" emergency training. General emergency training is instruction on
those emergency items that are common to the CE-500 airplanes and all aircraft in the operator's
fleet, e.g., instruction on fire extinguishers and firefighting procedures, if common to all aircraft.
Aircraft specific emergency training is required for items that are specific to the model of the
CE-500 aircraft. An example of aircraft specific emergency training is instruction on the location
of emergency equipment for each related CE-500 aircraft.
Page 18 of 53
As part of an approved training program, an operator may use many methods when conducting
aircraft-specific emergency training, including classroom instruction, pictures, videotape, ground
training devices, computer-based instruction, and static aircraft training.
There are no additional training program hours specified for CE-500 aircraft crewmember
emergency training. FAA Order 8900.1 Volume 3, Chapter 19 provides "national norms" for the
approval of the general emergency training program hours. The complexity of the different
related aircraft of the CE-500 aircraft and the complexity of the type of operation to be
conducted should be considered when approving the CE-500 aircraft-specific emergency
training.
5.2.4 Training for Seat Dependent Tasks. Accomplishment of certain tasks, procedures, or
maneuvers requires training of a crewmember for a particular crew position in a transport
category aircraft type certificated for more than one pilot (e.g. captain, first officer, check
airman, etc.). Training programs should recognize and address the necessary seat/position related
tasks for the applicable crewmember. Accordingly, training programs should address seat
dependent tasks or maneuvers to the extent necessary to satisfy crew qualification objectives and
should be in accordance with ODR tables when applicable.
There are no seat dependent tasks identified for CE-500 aircraft.
5.2.5 Second-In-Command Training Tasks. A pilot qualifying to serve as SIC must accomplish
certain tasks, procedures or maneuvers. Training programs should address all training elements
of 14 CFR §61.55 and or 14 CFR §135.345 in accordance with FAA Order 8900.1 Volume 3,
Chapter 19. SIC Pilot Type Rating may be issued in accordance with the 14 CFR §61.55(d) or
(e) provided training required by 14 CFR and FAA Order 8900.1 Volume 3, Chapter 19,
including tasks stipulated by this report, are completed. Training programs should address tasks
stipulated in FSB specifications for training, areas of emphasis, and SIC crew training.
Page 19 of 53
5.3 Differences Training
5.3.1 General. Unless an initial, transition, or recurrent program is completed for each related
aircraft, differences training is necessary for each related aircraft or model, as provided in MDR
and ODR tables per 14 CFR §91.1103 or 14 CFR §135.347. Differences training credit is not
available for any training resulting in the issuance of a CE-500 Type Rating in accordance with
14 CFR §61.157(b). ODR tables are only provided for aircraft the FSB has validated, therefore
Appendix 2 does not include ODR tables for all possible configurations.
a) Differences training program prerequisites necessitate that a trainee has completed

initial, upgrade, or transition training in one related aircraft and will receive
differences training for the other related aircraft.
b) For 14 CFR §61.157(c)&(f) differences training programs involving related aircraft
having the same pilot type rating, coverage of differences may be completed either
coincident with each phase of an initial, upgrade, transition or recurrent training
course, or following completion of that training course. The differences training must
be consistent with the provisions of the approved applicable MDR/ODR Tables.
5.3.2 Differences Ground Training. Differences ground training is required on the topics
applicable to the pertinent related aircraft and is shown by applicable ODR tables.
5.3.3 Differences Flight Training. Difference flight training is required in the topics and
maneuvers applicable to the pertinent related aircraft that is shown by applicable ODR tables.
5.4 Recurrent Training:
5.4.1 Recurrent Ground Training. Courses must include appropriate training in accordance with
14 CFR §91.1107 or 14 CFR §135.351 for each related CE-500 aircraft as specified by MDR and
ODR tables for differences training.
5.4.2 Recurrent Flight Training. Courses require appropriate maneuvers and procedures in
accordance with 14 CFR §91.1107 or 14 CFR §135.351, FAA Order 8900.1 Volume 3, Chapter
19 or as otherwise described in this report. Maneuvers and procedures must account for
differences between each related CE-500 aircraft operated. The ODR table(s) must identify the
differences.
5.4.3 Recurrent training consideration for Mixed Fleet Flying Operations. Recurrent training
and/or checking requirements to comply with 14 CFR §135.351 and 14 CFR §135.293, 12 month
currency may be alternated for a 24 month currency cycle for mixed fleet operation. This
common currency is granted based on same model designation and similarity for normal and
transport category. Satisfactory completion of a proficiency check may be substituted for
recurrent flight training as permitted in 14 CFR §135.351.
5.4.4 Recurrent Training Program Hours. Hours may be reduced as specified in 14 CFR
§135.325 or FAA Order 8900.1 Volume 3, Chapter 19.
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5.5 Operating Experience:
5.5.1 Operating Experience is in accordance with 14 CFR applicable to the kind of operation
and flight crew position in a CE-500 type rated aircraft. Operating experience must be obtained
while serving in a primary crew position. For the purpose of obtaining operating experience or
receiving a line check, the pilot in command of a CE-500 aircraft must occupy the left pilot seat
due to orientation of equipment controls.
5.5.2 Operating experience for Mixed Fleet Flying Operations. Operating experience for the CE-
500 aircraft may be accomplished in any related CE-500 aircraft.
5.5.3 Supervised Operating Experience (SOE). Flight time for removal of SOE limitation must
be accomplished from the left pilot seat and in accordance with the 14 CFR §61.64 and FAA
Order 8900.1 Volume 5, Chapter 2.
5.6 Other Training:
5.6.1 Line Oriented Flight Training Programs. When operators have LOFT programs for CE-
500 aircraft, POIs should review LOFT credits to assure suitability for each CE-500 aircraft to be
operated.
5.6.2 Instrument Approaches. Only CAT I approaches are permitted by certification.

Note: Operators should assure that flight crews are familiar with appropriate use of the mode
selections and FMS, including modes to be used for the types of instrument approaches that will
be conducted.
5.6.3 Aircraft Dispatchers. Initial and transition training should be conducted in accordance with
14 CFR and FAA Order 8900.1 Volume 3, Chapter 22.
6. FSB SPECIFICATIONS FOR CHECKING
6.1 Checking (14 CFR §135.293).
Satisfactory completion of a proficiency check may be substituted for recurrent flight training as
permitted in 14 CFR §135.351. Checking applies to the CE-500 Pilot Type Rating for
compliance with 14 CFR §135.293 as authorized by this report for mixed fleet operation.
A pilot being checked for the addition of a type rating or PIC proficiency check must occupy the
left seat due to an inability to access all equipment controls from the right seat.
Page 21 of 53
6.1.1 Checking Items. Pertinent knowledge, procedures, and maneuvers specified by 14 CFR §§
61.57, 61.58, 61.157; 135.293 and 135.297, shall be administered in accordance with FAA
Airline Transport Pilot and Aircraft Type Rating Practical Test Standards (PTS), document
number FAA-S-8081-5F, as amended.
6.1.2 Areas of Special Emphasis Checking. All checking must include evaluation of the
subjects and maneuvers listed in the master requirements of this report and the following areas of
emphasis should be addressed during checks:
a) Proficiency with aircraft performance calculation and aircraft handling to achieve

performance.
b) Proficiency with manual and automatic flight to include use of autopilot and flight
automation must be demonstrated.
c) Proper selection and use of EFIS displays, PFD/MFD displays, raw data, flight
director, and flight guidance system modes, reversion/composite modes, including DU
failures when applicable should be demonstrated, particularly during instrument
approaches.
d) Demonstration of FMS navigation (departures, arrivals and approaches) proficiency as

applicable.
e) Proper outside visual scan without prolonged fixation on FMS operation should be
demonstrated, and failure of component(s) of the FMS should be addressed.
f) High altitude conditions and aerodynamics.
6.1.3 No Flap Landings. Demonstration of a no flap approach and landing during pilot
certification or a 14 CFR part 135 proficiency check is required. In accordance with FAA Order
8900.1 Volume 5, Chapter 3, when the practical test is conducted in an airplane versus a
simulator, touchdown from a no flap approach is not required and shall not be attempted. The
approach should be flown to the point where the FAA inspector or designee can determine
whether a touchdown at an acceptable point on the runway and a safe landing to a full stop could
be made.
6.2 Type Ratings
6.2.1 Oral Examinations. Oral examinations for the CE-500 aircraft may be completed at the
end of the academic phase of training for 14 CFR Part 135 approved training programs only.
When an airman is qualifying a CE-500 aircraft, oral test items need only address the model for
which the test is being conducted.
6.2.2 Practical Tests. Practical tests must follow standard provisions of 14 CFR Part 61. The
satisfactory completion of a practical test type rating in any Cessna 500 series aircraft will meet
the requirement for the CE-500 type rating. In order to operate another related CE-500 aircraft,
crewmembers operating under 14 CFR Part 91K and 14 CFR Part 135 are required to
satisfactorily comply with the requirements of the MDR and ODR tables in Appendices 1 and 2.
Page 22 of 53
The same requirement should be followed by flight crewmembers operating under the pertinent
14 CFR Part 91.
6.2.3 Application for and Issuance of Type Ratings. Airmen completing the pertinent 14 CFR
Part 61, 135 and 142 requirements in a CE-500 aircraft in accordance with this FSB report, may
apply to the FAA for the CE-500 type rating. Upon completion of required tests, and submission
of an application (FAA Form 8710-1), authorized FAA inspectors or designees may issue a
temporary pilot certificate with type rating.
6.3 Proficiency Checks
6.3.1 General. Proficiency Checks are administered as designated in 14 CFR §§61.58 and
135.297 for the CE-500 aircraft. A proficiency check in any CE-500 aircraft suffices for the type,
if initial and recurrent qualification is conducted in accordance with MDR and approved ODR
tables for that operator. These checks must be administered by an authorized check airman,
appropriately qualified FAA Designee, or FAA Aviation Safety Inspector. Satisfactory
completion of a proficiency check may be substituted for recurrent flight training as permitted by
14 CFR Part 61 or 135.
7. FSB SPECIFICATIONS FOR CURRENCY
7.1 Recency of Experience. Recent experience is common for all CE-500 aircraft.
7.1.1 Takeoff and Landing Experience. Takeoff and landing currency requirements (per 14 CFR
§135.247 and 14 CFR §61.57) may be met interchangeably in any CE-500 aircraft.
7.1.2 Instrument Experience 14 CFR §§61.57/135.297. Instrument experience must include

operation/programming of the FMS (as applicable) for both arrival and departure and may be
met interchangeably in any CE-500 aircraft.
7.2 Currency for Mixed Fleet Flying Operations. The requirements are located in the
MDR/ODR tables section of this report.
7.2.1 Maintain Currency
Level B Currency – When MDR/ODR specifies Level B Currency, currency is maintained by

operating the variant aircraft within the previous 180 days.
Level C Currency – When MDR/ODR specifies Level C Currency, currency is maintained by

operating the variant aircraft through a complete flight cycle to include an instrument approach
procedure within the previous 90 days.
Level D Currency – When MDR/ODR specifies Level D Currency, currency is maintained by

operating the variant aircraft through three complete flight cycles (takeoff, departure, arrival,
approach and landing) within the previous 90 days.
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7.2.2 Re-establish Currency
Level B Currency - may be re-established by a review of the placards, limitations and operating
procedures prior to operating the variant aircraft.
Level C Currency - may be re-established by operating the variant aircraft with a qualified PIC
for at least one flight segment, completing a line check with a line check airman, completing a
proficiency check in the variant aircraft or compliance with 14 CFR §61.57(c) or (d) recent flight
experience requirements in the variant airplane.
Level D Currency - may be re-established by completing a line check with a line check airman,
completion of a proficiency check in the variant aircraft or compliance with 14 CFR §61.57 (c)
or (d) recent flight experience in the variant airplane.
8. AIRCRAFT REGULATORY COMPLIANCE CHECKLIST
8.1 Compliance Checklist (see Appendix 4, Reserved).
Compliance checklists are provided as an aid to FAA Certificate Holding District Offices
(CHDO) in identifying those specific rules or policies for which compliance has already been
demonstrated to the FAA for aircraft having a particular aircraft type certificate. The checklist
also notes rules or policies not demonstrated to the FSB, which must be demonstrated to CHDOs
by operators. Due to prior 14 CFR Part 91 and 135 operating experience of the CE-500 fleet of
aircraft, a compliance checklist has not been included in this report. FAA Inspectors who may
need to establish compliance with operating rules for a new operator of CE-500 aircraft are
encouraged to coordinate with the POI of another 14 CFR Part 91 and 135 operator currently
operating CE-500 aircraft.
8.2 Discussion of Specific Compliance Checklist Items
8.2.1 Emergency Evacuation Demonstration 14 CFR Part 135 Operators must meet the
requirements of 14 CFR §135.123.
8.2.2 CE-500 Aircraft Emergency Exits. An Equivalent Level of Safety was approved in lieu of
the aircraft meeting requirements of 14 CFR §25.807 emergency exits for passengers. Flight
crews must follow applicable aircraft flight manual and emergency procedures.
8.2.3 Ditching Demonstration and compliance with 14 CFR §25.801. 14 CFR §25.801
compliance has not been demonstrated. While no specific requirement for a ditching
demonstration exists under 14 CFR Part 91/91K/135, operators must comply with 14 CFR
§135.331(3)(iii) and must be familiar with the general handling characteristics and procedures
outlined in the aircraft flight manual.
Page 24 of 53
8.2.4 Forward Observer Seat. CE-500 aircraft are not equipped with a dedicated forward
observer seat. Some available forward passenger seats with the standard passenger seat/seatbelt,
passenger oxygen and splitter cord for audio have been found suitable for conducting enroute
inspections per 14 CFR 135.75(b). Audio jacks may be installed at the forward seat to provide
for enroute inspections. Due to the availability of various passenger configurations, the
determination of suitability for use of a forward passenger seat in conducting enroute inspections
will need to be determined by the CHDO or Inspector conducting enroute inspections. For
Models 501/551 certificated for one pilot, the right pilot seat is suitable for compliance with 14
CFR §135.75.
8.2.5 Passenger Briefing Cards. The CHDO will need to verify passenger briefing cards meet
requirements of 14 CFR §135.117 and match the interior configuration and emergency
equipment installed. If the aircraft was delivered by Cessna with rafts and/or life preservers
installed, passenger briefing cards normally include information on raft and/or life preserver
location and use.
8.2.6 Proving Tests. To satisfy 14 CFR §135.145, proving tests should be conducted in
accordance with FAA Order 8900.1 Volume 3, Chapter 29. Proving test requirements and
reductions are as designated by FAA Order 8900.1 and the CHDO, or as otherwise specified by
AFS-200.
8.2.7 Validation Tests. Validation Tests must be conducted in accordance with 14 CFR
§135.145 and FAA Order 8900.1 Volume 3, Chapter 29.
8.2.8 Cockpit Checklist. Models 501/551 require specific part number checklist approved by
type certification for single pilot operations. These approved checklists are available only in
paper format and are required for all flight operations. These approved checklists also comply
with 14 CFR §91.503.
8.2.9 Electronic Flight Bag
8.2.9.1 560 Encore + (S/N 560-0751 through 560-0815). Electronic Approach Charts
(departures and arrival procedures, approach charts & airport diagrams) are available through the
IFIS-5000 File Server Unit. Since EFB information cannot be displayed while on emergency
power, or certain avionics failures, a second suitable source is required. The enhanced map
overlays do not meet requirements for enroute charts, therefore another suitable source of
enroute chart information must be available at the pilot station. Printed Pilot Checklist remains
required for compliance with 14 CFR §§91.503, 135.83. The Electronic pilot checklist does not
contain all required procedures due to inability to function in all non-normal flight operation
situations. Memory button selection on the cursor control panel is required to allow single pilot
action to change between navigation display, electronic checklist display and electronic charts
display to mitigate workload using these functions.
8.2.9.1 G950 Electronic Charts. Electronic charts have been evaluated for operational
suitability. Refer to EFB evaluation report in Appendix 5.
8.2.9.2 IS&S Electronic Charts. Electronic charts have been evaluated for operational
suitability. Refer to EFB evaluation report in Appendix 6.
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8.2.9.3 G600 Electronic Charts. The EFB evaluation determined functions were not suitable as
a source for electronic display of airport diagrams, approach plates, arrival procedures, and
departure procedures. This was due to display size which requires excessive pilot actions to
select viewable charts, and competing MFD display functions. Using G600 electronic charts
increases pilot workload negatively and affects pilot performance. While it is possible to view
electronic approach charts on G600, they are not operationally suitable to meet regulatory
requirements of §14 CFR 91.503.
9.FSB SPECIFICATIONS FOR TRAINING DEVICES AND SIMULATORS
9.1 Device and Simulator Characteristics. Requests for device qualification for training should
be made in accordance with FAA procedures. Flight training device and flight simulator
characteristics must comply with applicable 14 CFR Part 60. Credit for training, checking and
currency in an approved Flight Training Device (FTD) or simulator is allowed in accordance
with the simulator task credit given in accordance with Airline Transport Pilot and Aircraft Type
Rating Practical Test Standards, except where this report is more restrictive. The acceptability of
differences between devices, simulators, and aircraft must be addressed by the POI. Requests for
device approval to be used for approved training should be made to the POI/TCPM. The
POI/TCPM may approve these devices for that operator if their characteristics clearly meet the
established FAA criteria and have been qualified by the National Simulator Program (NSP).
10. APPLICATION OF FSB REPORT
This report becomes effective when given final approval by the FAA. Training, checking, and
currency for CE-500 aircraft must be conducted in accordance with all provisions of this report.
All FAA approved training programs must incorporate the latest FAA Approved AFM
procedures, AFM compliant checklist, manufacturer’s recommendations for training maneuvers,
and all provisions of this report.
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11. ALTERNATE MEANS OF COMPLIANCE
11.1 Approval Level and Approval Criteria. Alternate means of compliance to the requirements
of this report must be approved by the FSB. If alternate means of compliance is sought, operators
must show that the proposed alternate means provides an equivalent level of safety to the
provisions of AC 120-53 (as amended), and this FSB report. Analysis, demonstrations, proof of
concept testing, differences documentation, or other evidence may be required.
11.2 Equivalent Safety. Significant restrictions may apply in the event alternate compliance is
sought, and the reporting requirements may be increased to ensure equivalent safety. FAA will
generally not consider relief through alternate compliance unless sufficient lead-time has been
planned by an operator to allow for any necessary testing and evaluation.
11.3 Interim Programs. In the event of clearly unforeseen circumstances in which it is not
possible for an operator to comply with provisions of this report, the operator may seek interim
program approval rather than a permanent, alternate compliance method. Financial
arrangements, scheduling adjustments, and other such reasons are considered “unforeseen
circumstances” for the purposes of this provision. Interim program approvals must be approved
by the FSB Chair.
Page 27 of 53
APPENDIX 1
MASTER DIFFERENCE REQUIREMENTS (MDR) TABLE
Type FROM AIRPLANE

Rating: 500 501 550 551 S550 552 560
B/A/B B/A/B B/A/B B/A/B C/C/C Not C/C/C
(1)(6)(9) (1)(6)(7)(9) (1)(2)(3)(6)(8) (1)(2)(6)(9) (1)(2)(6)(9) Determined (1)(2)(4)(5)(6)
T
500 (9)
O Not
B/A/B A/A/B B/A/B B/A/B C/C/C C/C/C
A (1)(6)(7)(9) (1)(7)(9) (1)(2)(3)(6)(7) (1)(2)(7)(9) (1)(2)(6)(7) Determined (1)(2)(4)(5)(6)
I 501 (10) (8)(9)(10) (9)(10) (7)(10)
R
P B/A/B B/A/B B/A/B B/A/B B/A/B Not C/B/C
L (1)(2)(3)(6)(8) (1)(2)(3)(6)(7) (1)(2)(3)(6)(8) (1)(2)(3)(6)(8) (1)(2)(3)(6)(8) Determined (1)(2)(3)(4)(5)
A 550 (9) (8)(9) (9) (9) (9) (6)(8)
N
E B/A/B B/A/B B/A/B A/A/B B/A/B Not C/B/C
551 (1)(2)(6)(9) (1)(2)(7)(9) (1)(2)(3)(6) (1)(2)(9) (1)(2)(6)(9) Determined (1)(2)(4)(5)(6)
(10) (8)(9)(10) (10) (10)
C/C/C C/C/C B/A/B B/A/B A/A/B Not C/B/C

S550 (1)(2)(6)(9) (1)(2)(6)(7)(9) (1)(2)(3)(6)(8) (1)(2)(6)(9) (1)(2)(6)(9) Determined (1)(2)(4)(5)(6)
(9)
Not Not D/D/D Not D/D/D Not Not

552 Determined Determined Determined Determined Determined
C/C/C C/C/C C/B/C C/B/C C/B/C Not B/A/B

560 (1)(2)(4)(5)(6) (1)(2)(4)(5)(6) (1)(2)(3)(4)(5) (1)(2)(4)(5)(6) (1)(2)(4)(5)(6) Determined (1)(2)(4)(5)(6)
(7) (6)(8)
NOTES
1. For TCAS II or TAWS B, C/B/B may apply.
2. For Bendix EFS-10, Sperry EDZ-600/601/603 EFIS C/C/C applies.
3. For PW530A and Honeywell SPZ-8000/P1000, D/D/C applies to Citation Bravo from Citation II.
4. For Honeywell P-1000 from Honeywell EDZ-60x, D/D/C apply; For PW535B with FADEC and Proline 21
from PW535A and P-1000, C/B/A apply.
5. For CDS/R (STC# ST01165LA) on Honeywell EDZ-60x, D/C/C applies.
6. For IS&S display retrofits by STC# ST02739NY, D/D/D applies.
7. For G950 Cessna Model 501, modified with display retrofit by STC# SA11050SC-D, D/D/D applies.
8. For EFI-890R Model 550, modified with display retrofit (STC# ST03947AT)-D/D/D applies, For Master
Caution Panel with LED Lighting on Model 550 (STC# ST03948AT), C/C/C applies and for Advanced
Digital Audio Management System on Model 550 (STC# ST03946AT), C/C/C applies.
9. For 500/501/550/551/S550 with SPZ-500 AFCS retrofitted with Garmin G600 IFDS (STC# ST01395WI)
is D/D/D. For pilots currently 61.58 qualified in 500/501/550/551/S550 with Garmin G950/G1000/ G600 to
aircraft retrofitted with Garmin G600 IFDS STC# ST01395WI C/C/C applies.
10. For operation from an aircraft type certificated for two pilots to single pilot operation, E/E/E applies.
Page 28 of 53
APPENDIX 2
ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODR) TABLES
Operator Differences Requirements
Definitions used in the ODR Tables:

X = Pilot’s Operating Handbook and or Flight Manual Supplement
ICBT = Interactive Computer Based Training
FTD = Flight Training Device
BASE AIRCRAFT: CE-560 ENCORE (560-0539-560-0750)

DIFFERENCE AIRCRAFT: CE-560 ENCORE+ (560-0751-560-0815)
COMPLIANCE METHOD
TRAINING CHKG/CURR
FLT PROC LVL LVL LVL LVL
DESIGN REMARKS CHK CURR
CHAR CHNG A B C D
Weights Maximum Ramp Weight and Maximum No No
takeoff weight 200 LBS increase. X A A
Limitations Per AFM and Collins Operators Manual. Air No Yes

start envelope increased from 150 X A A
KIAS/FL300 to 170 KIAS/FL300.
Engines PW535B FADEC controlled Engine replaces No Yes
PW535A Engine. X A A
Flight Deck Collins Pro-Line 21 Avionics Suite replaces No Yes ICBT/

Honeywell P-1000 Avionics. B A
FTD
Instrument Panel -Collins PFDs/MFD replaces Honeywell No Yes
Layout PFD’s and MFD.
-PFD controlled through DCP-3000
-MFD controlled via FMS 3000 Integrated ICBT/
B A
Flight Information System panel/bezel FTD
buttons.
-Collins Pro-line 21 Flight control system
-Radios controlled through RTU.
Placards and Per AFM. No Yes
Markings X A A
Page 29 of 53
BASE AIRCRAFT: CE-560 ENCORE (560-0539-560-0750)
DIFFERENCE AIRCRAFT: CE-560 ENCORE+ (560-0751-560-0815)
COMPLIANCE METHOD
TRAINING CHKG/CURR
SYSTEM REMARKS CHK CURR
CHAR CHNG A B C D
22 Changed to Rockwell Collins Pro Line 21 No Yes FTD B A
Auto Flight Flight Control System (FCS) providing three
axis autopilot with yaw damper. Modes and
operation are similar to Honeywell system.
23 Controlled through Radio Tuning Units (RTU). No Yes X B A
Communication
34 Honeywell P-1000 EFIS displays replaced by No Yes FTD B A
Navigation Collins Pro line 21 PFDs, both displaying,
attitude Indicator horizontal situation indicator.
Airspeed / Mach Altimeter, Vertical Speed.
34 PFD options controlled through the Display No Yes FTD B A
Navigation Control Panel (DCP-3000) and bezel buttons.
MFD options selected using the FMS-3000,
Integrated Flight Information System panel
and bezel buttons.
34 Collins FMS-3000 installed as standard No Yes ICBT/ B A
Navigation equipment. FTD
34 Flight Director Mode Selection is controlled No Yes FTD B A
Navigation from either of pilot’s or copilot’s Mode Select
Panels (MSP-85).
34 Altitude Pre-selector Controller moved from No Yes X B A
Navigation the MFD to Course Heading Panel (CHP-
3000).
Altitude Baro Set is provided on the Display
Control Panel (DCP-3000).
34 No Change. No Yes X B A
Navigation
34 Navigation TCAS and EGPWS Integrated with PFD and No Yes CBT A A
MFD display options.
34 Separate electronic standby attitude, No Yes X B A
Navigation airspeed, and altitude instruments.
The No. 1 RTU provides backup HSI, with
heading and course/glideslope data.
Page 30 of 53
BASE AIRCRAFT: Cessna CE-560 Encore (560-0539-560-0750) COMPLIANCE METHOD
DIFFERENCE AIRCRAFT: Cessna CE-560 Encore + (560-0751-560-0815)
TRAINING
CHKG/CURR
MANEUVER REMARKS FLT PROC LVL LVL LVL LVL CHK CURR
CHAR CHNG A B C D
Pre-flight Pro-Line 21 System setup and use. No Yes FTD B A
Engine Start Electronic Engine Displays changed from No Yes FTD B A

tape format to round dial/digital.
Taxi No Change.
Takeoff Setting V-speeds and PFD Reference for No Yes FTD B A

Airspeed and Attitude and FADEC controlled
Engines.
RTO/ V1 Fail No Change.
Climb Power setting/FADEC controlled Engines No Yes X A A

Cruise
Descent
Inflight No Change.
Maneuvers
Instrument Nav Selection and FMS approach section. No Yes FTD B A
Approaches
Landing V-Speeds set up on FMS and PFD. No Yes X A A
Shutdown No Change.
Normal AFM Procedures for Pro-Line 21. No Yes FTD B A

Procedures
Abnormal AFM Procedures for Pro-Line 21. No Yes FTD B A
Procedures
Emergency AFM Procedures for Pro-Line 21. No Yes FTD B A
Procedures
Page 31 of 53
FFS = Full Flight Simulator
AC = Aircraft
BASE AIRCRAFT: Cessna CE-560 -0001 through 560-0259 COMPLIANCE METHOD

DIFFERENCE AIRCRAFT: Cessna CE-560 -0001 through 560-0259 with
STC# ST01165LA (CDS/R)
TRAINING
CHKG/CURR
DESIGN REMARKS FLT PROC LVL LVL LVL LVL CHK CURR
CHAR CHNG A B C D
Limitations Per AFMS. No Yes X A A
Flight Deck CD-820 Installed. No Yes FTD C C
Instrument Panel Replace Primary Flight Displays with Flat No Yes FTD C C
Layout Panel Primary and Multi-function
Displays. Caution/Warning Panel and
Flight Director mode controllers moved to
glareshield.
Page 32 of 53
BASE AIRCRAFT: Cessna CE-560 -0001 through 560-0259) COMPLIANCE METHOD

DIFFERENCE AIRCRAFT: Cessna CE-560-0001 through 560-0259 with STC#
ST01165LA (CDS/R)
TRAINING
CHKG/CURR
SYSTEM REMARKS FLT PROC LVL LVL LVL LVL CHK CURR
CHAR CHNG A B C D
22 New Mode Control Panel and Location No Yes X A A
Auto Flight (MS-560).
23 No Change.
Communication
31 CAS message is added to the MFD for No Yes FTD B B
Indicating and CDS/R monitoring only.
Recording
Systems
34 EDZ CRT EADI/EHSI displays replaced by No Yes FFS/ C C
Navigation CDS/R Flat panel PFD/MFD displays that AC
incorporate PFD format for:
 Attitude Indicator, Horizontal Situation
Indicator Airspeed / Mach, Altimeter,
Vertical Speed, Bearing pointers.
 Added new EFIS format selections
 Added PFD/MFD menu control through
joystick
 Added new reversion controller.
34 Updated FMS CDU to CD-820. No Yes ICBT C C
Navigation
34 Flight Director Mode Selection is controlled No Yes X B A
Navigation from a new panel (MS-560).
34 Altitude Pre-selector Controller is new. No Yes X A A
Navigation Altitude Baro Set is provided on the Display
Controller (DC-550).
34 TCAS and EGPWS Integrated with PFD/MFD No Yes X A A
Navigation display and display control panels.
34 Separate analog standby attitude, airspeed, No Yes X A A
Navigation and altitude instruments. The No. 1 RMU
provides backup HSI, with heading and
course/glideslope data.
Page 33 of 53
BASE AIRCRAFT: Cessna CE-560 -0001 through 560-0259 COMPLIANCE METHOD
DIFFERENCE AIRCRAFT: Cessna CE-560 (0001-0259) with STC#
ST01165LA (CDS/R)
TRAINING
CHKG/CURR
CHAR CHNG A B C D
Pre-flight CDS/R System setup and use. No Yes FTD B C
Engine Start No Change.
Taxi No Change.
Takeoff PFD Reference for Airspeed and Attitude. No Yes FFS/ C C

AC
RTO/ V1 Fail PFD Reference for Airspeed and Attitude. No Yes FFS/ C C
AC
Climb PFD Flight Instruments. No Yes FTD C C
Cruise
Descent
Inflight Maneuvers affected by PFD, Steep Turns No Yes FFS/ C C
Maneuvers and Stalls, Low speed awareness, Flight AC
Director, Navigation.
Instrument PFD Flight Instrument and navigation No Yes FFS/ C C
Approaches selection. AC
Landing PFD Flight Instruments, Set V-speed. No Yes FFS/ C C
AC
Shutdown No Change.
Normal AFM Procedures for CDS/R. No Yes FTD C C

Procedures
Abnormal AFM Procedures for CDS/R. No Yes FTD C C
Procedures
Emergency AFM Procedures for CDS/R. No Yes FTD C C
Procedures
Page 34 of 53
AC = Aircraft
BASE AIRCRAFT: 500, 550, S550, 560

DIFFERENCE AIRCRAFT: 500, 550, S550, 560 STC# ST02739NY (IS&S Flat
COMPLIANCE METHOD
Panel Display System)
TRAINING CHKG/CURR
CHAR CHNG A B C D
Avionics Avionics system replaces EADI, EHSI No Yes
FFS/
and/or mechanical flight instruments, and D D
AC
engine instruments.
Avionics Optional Electronic Chart Server Unit No Yes
configured for electronic charts or satellite FTD C C
weather data.
BASE AIRCRAFT: 500, 550, S550, 560

DIFFERENCE AIRCRAFT: Same Model with STC# ST02739NY (IS&S Flat COMPLIANCE METHOD
TRAINING CHKG/CURR
CHAR CHNG A B C D
34 Avionics system replaces EADI, EHSI No Yes
FFS/
Navigation and/or mechanical flight instruments FMS D D
AC
remains the same as baseline aircraft.
77 Engine instruments incorporated into No Yes
Engine Indicating primary displays (MFD and PFD). FTD C C
Page 35 of 53
BASE AIRCRAFT: 500, 550, S550, 560
DIFFERENCE AIRCRAFT: Same Model with STC# ST02739NY (IS&S Flat
COMPLIANCE METHOD
TRAINING CHKG/CURR
MANEUVER REMARKS CHK CURR
CHAR CHNG A B C D
Engine Start Engine Instruments Replaced. No Yes
FTD C C
Takeoff Avionics system replaces EADI, EHSI No Yes

FFS/
and/or mechanical flight instruments, and D D
AC
engine instruments.
Climb Avionics system replaces EADI, EHSI No Yes
FFS/
Cruise and/or mechanical flight instruments. C C
AC
Decent
Instrument Avionics system replaces EADI, EHSI No Yes FFS/
Approaches and/or mechanical flight instruments. D D
AC
Landing No No
Normal Normal Procedures were revised. No Yes

Procedures FTD C C
Abnormal Abnormal Procedures were revised. No Yes FFS/
Procedures C C
AC
Emergency Emergency Procedures were revised. No Yes FFS/
Procedures C C
AC
In-Flight Avionics system replaces EADI, EHSI No Yes FFS/
Maneuvers and/or mechanical flight instruments. C C
AC
Page 36 of 53
AC = Aircraft
BASE AIRCRAFT: Cessna 501

DIFFERENCE AIRCRAFT: Cessna 501 with STC# SA11050SC-D COMPLIANCE METHOD
(G950)
TRAINING CHKG/CURR
CHAR CHNG A B C D
Limitations Limitations related to the avionics/flight No Yes
instruments as per AFMS. X B B
Placards and New placards per AFMS. No No

Markings X A A
Flight Deck Garmin G950 avionics suite installed No Yes

replacing Sperry SPZ-500, mechanical
flight instruments, and radios. FTD C C
-New instrument panels, new Glareshield,
and a new pedestal.
Instrument G950 PFD/MFD format replaces all No Yes
Panel/Layout Primary Flight Instruments.
-Change from mechanical primary flight
instruments to dual PFD (GDU 1040)
-Audio panels replaced by dual GMA
1347D audio panels.
FTD C C
-installed GDU 1040 MFD Controller
-install GIA 63W Integrated Avionics unit
-install GRS 77 AHRS
Install GWX 68 Weather Radar
Install GDL Datatlink with optional XM
Satellite Radio.
Page 37 of 53
(G950)
TRAINING
CHKG/CURR
CHAR CHNG A B C D
22 Mode Control Selections. No Yes
Auto Flight FTD B B
23 G950 Dual VHF (GIA-63W) replaces No Yes

Communications Proline 2 radios, tuned with DCP on
GDU-1040s, added GMA-1347D audio FTD C C
panels and Abnormal Tuning
Procedures.
24 Standby power for G950. No Yes
Electrical X B B
33 Cockpit instrument panel lighting. No No

Lighting X A B
34 G950 PFD replaces mechanical flight No Yes

Navigation instruments with air data computer and FTD C C
AHRS.
34 Navigation Display & Flight Plan No Yes
Navigation Dual GPS WAAS with GIA-63W FFS D D
LNAV/VNAV & LPV Approaches.
34 G950 integrated ADC with Pitot/Static No Yes
Navigation interface changes.
Baro-set & Alt. Alerter
FTD B C
LSA on speed tape
Tape Altimeter & VS
G950 integrated ADHRS (GRS-77).
34 GTX-33 Transponder controlled by PFD No No
Navigation DCP or GDU-477. X B B
GWX-68 Weather Radar.
34 Electronic Standby Instruments. No Yes
Navigation FTD C C
46 G950 EFB Functions No Yes

Information IAP only, no Enroute Charts ICBT/
B C
Systems Emergency Power Chart availability FTD
XM WX Data (GDL-69).
Page 38 of 53
(G950)
TRAINING
CHKG/CURR
MANEUVER REMARKS CHK CURR
CHAR CHNG A B C D
Preflight G950 Cockpit preflight procedures. No Yes
X B B
Engine Start No change. No No
After Start G950 System checks. No Yes

and Taxi. FTD B B
Takeoff G950 PFD/MFD set up, V-speeds, No Yes

FFS/
PFD/MFD instrument reference for D D
AC
Takeoff.
RTO Or V1 PFD airspeed and attitude reference and No No
Fail MFD engine indications. FTD B C
Climb Flight Director use, Low speed awareness, No Yes

FFS/
Cruise altitude alerter use, Navigation, Nav source C C
AC
Decent and Flight Director..
In-flight Maneuvers affected by PFD/Flight No Yes
FFS/
maneuvers Instruments. Steep turns, Stalls, LSA,
A/C
Flight Director and Navigation.
Instrument Flight plan selection procedures. Approach No Yes
Approaches selection, activation, Flight Director use, FFS/
D D
LNAV/VNAV and LPV approach AC
procedures.
Landing PFD instrument reference and setting V- No Yes
speeds. FTD B B
Normal AFMS Procedures for G950 Display No Yes

Procedures System, TCAS, EGPWS. FTD C C
Abnormal AFMS Procedures for G950 Display No Yes

Procedures System, TCAS, EGPWS. FTD B B
Emergency Emergency Procedures were revised. No Yes

Procedures AFMS Procedures for G950 Display FTD C C
System, TCAS, EGPWS.
Page 39 of 53
AC = Aircraft
BASE AIRCRAFT: Cessna CE-550 (550-0001 through 550-0505 and 550- COMPLIANCE METHOD
0550 through 550-0800)
DIFFERENCE AIRCRAFT: Cessna CE-550 w(550-0001 through 550-0505
and 550-0550 through 550-0800) with EFI-890R (STC# ST03947AT),
Cessna CE-550 with Master Caution Panel with LED Lighting (STC#
ST03948AT) and Cessna Model 550 with Advanced Digital Audio
Management System (STC# ST03946AT).
TRAINING
CHKG/CURR
DESIGN REMARKS FLT PROC LVL LVL LVL LVL CHK CURR
CHAR CHNG A B C D
Flight Deck EFI-890R Avionics System replaces EADI, No Yes FTD C C
EHSI, and or mechanical flight and engine
instruments.
Instrument Three flat panel display EFIS system No Yes FTD C C
Panel Layout whereby two PFDs replace mechanical flight
instruments.
-MFD replaces mechanical engine
instrumentation.
-Dual Rockwell Collins AHRS AHS-3000
units installed.
-Audio System replaces existing
electromechanical audio system.
-Electromechanical standby instruments
replaced by GH-3100 electronic standby
instrument system. Existing audio control
system removed.
-Orbitz Avionics Communications System
replaces existing audio system.
-Master caution panel upgraded using LED
annunciator assemblies and relocated.
0550 through 550-0800)
and 550-0550 through 550-0800) with EFI-890R (STC# ST03947AT), Cessna
CE-550 with Master Caution Panel with LED Lighting (STC# ST03948AT)
and Cessna Model 550 with Advanced Digital Audio Management System
(STC# ST03946AT).
TRAINING
CHKG/CURR
CHAR CHNG A B C D
34 Avionics System replaces EADI, EHSI No Yes FFS/ D D
Navigation and or mechanical flight instruments. FMS AC
is upgraded but remains nearly the same
as baseline aircraft.
77 Engine Instruments incorporated into No Yes FTD C C
Engine Indicating electronic displays.
Page 40 of 53
Page 41 of 53
0550 through 550-0800)
and 550-0550 through 550-0800) with EFI-890R (STC# ST03947AT), Cessna
CE-550 with Master Caution Panel with LED Lighting (STC# ST03948AT)
and Cessna Model 550 with Advanced Digital Audio Management System
(STC# ST03946AT).
TRAINING
CHKG/CURR
CHAR CHNG A B C D
Preflight EFI-890R cockpit preflight procedures. No Yes X B B
Engine Start Electronic engine instrument displays. No Yes FTD C C
After Start and EFI 890R checklist procedures. No Yes FTD B B

Taxi
Takeoff EFI 890R display setup, V-speeds, No Yes FFS/ D D
PFD/MFD reference for takeoff. AC
RTO or V1 PFD airspeed and attitude reference and No No FTD B C
Failure MFD engine indications.
Takeoff Avionics system replaces EADI, EHSI, No Yes FFS/ D D
and or mechanical flight instruments and AC
engine instruments.
Climb, Cruise Interpretation of PFD/MFD/Flight Director, No Yes FFS/ D D
Descent Low speed awareness, Navigation and AC
Nav sources.
Instrument Approach selection activation, Flight No Yes FFS/ D D
Approaches Director use, LNAV/VNAV and LPV AC
approach procedures.
Landing PFD Instrument Reference and setting V- No Yes FTD B B
speeds.
Normal AFMS Procedures for EFI-890R display No Yes FTD C C
Procedures system. TCAS and TAWS.
Abnormal AFMS Procedures for EFI-890R display No Yes FFS/ D D
Procedures system. TCAS and TAWS. AC
Emergency AFMS Procedures for EFI-890R display No Yes FFS/ D D
Procedures system. TCAS and TAWS. AC
In-flight Maneuvers affected by PFD Flight No Yes FFS/ D D
Maneuvers instruments. (Steep turns, stalls, low AC
speed awareness, flight director,
navigation).
Page 42 of 53
CPT = Cockpit Procedure Training
AC = Aircraft
BASE AIRCRAFT: Cessna 500/501/550/551/S550 with SPZ-500 AFCS

DIFFERENCE AIRCRAFT: Cessna 500/501/550/551/S550 with G600 COMPLIANCE METHOD
STC# ST01395WI
TRAINING
CHKG/CURR
CHAR CHNG A B C D
Avionics Garmin G600 System replaces individual No Yes
attitude, heading, airspeed, altitude and
vertical speed instruments. The G600 X B B
System integrates with the existing SPZ-
500 flight director/autopilot.
Flight Deck G600 replaces individual attitude, heading, No Yes
airspeed, altitude and vertical speed
instruments using a flat panel LCD. G600 FTD C C
integrates with the existing SPZ-500 flight
director/autopilot.
Instrument G600 PFD/MFD replaces primary flight No Yes
Panel Layout instruments. FTD C C
BASE AIRCRAFT: Cessna 500/501/550/551/S550 with SPZ- 500 AFCS COMPLIANCE METHOD
DIFFERENCE AIRCRAFT: 500/501/550/551/S550 with G600 STC#
ST01395WI
TRAINING
CHKG/CURR
CHAR CHNG A B C D
22 No Change. No No
Auto Flight
23 No Change. No No
Communications
34 Garmin G620 PFD/MFD replaces pilot No Yes FFS/ D D
Navigation original ADI, HSI, Mach/Airspeed, AC
Altimeter, RMI, Vertical Speed Indicators,
Pilot Radio Altimeter, indicator and Radar
Display.
34 Garmin Synthetic Vision Technology. No Yes FFS/ D D
Navigation AC
34 Single Garmin GRS 77 Attitude Heading No Yes FTD C C
Navigation Reference System (AHRS).
34 Pilot PFD/MFD Integrated Controls (bezel No Yes ICBT C C
Navigation buttons).
34 Pilot PFD/MFD Navigation Source No Yes ICBT C C
Navigation Integrated Controls (bezel buttons)
added.
Page 43 of 53
BASE AIRCRAFT: Cessna 500/501/550/551/S550 with SPZ- 500 AFCS COMPLIANCE METHOD
DIFFERENCE AIRCRAFT: Cessna 500/501/550/551/S550 with G600 STC#
ST01395WI
TRAINING
CHKG/CURR
CHAR CHNG A B C D
Pre-flight G600 Cockpit preflight procedures. No Yes FTD B C
Engine Start No Change.
After start and AFMS Procedures for G600. No Yes ICBT C C

Taxi
Takeoff Reference for Airspeed and Attitude No Yes FFS/ D D
G600 PFD/MFD for takeoff. AC
RTO/ V1 Fail PFD Reference for Airspeed and Attitude. No Yes FFS/ D D
AC
Climb Flight director use, Low speed No Yes FFS/ D D
Cruise awareness, altitude alerter, use of AC
Descent navigation sources.
Inflight Maneuvers affected by PFD Flight No Yes FFS/ D D
Maneuvers instruments, Steep Turns and Stalls. Low AC
speed awareness flight director and
navigation.
Instrument PFD Flight Instrument and navigation No Yes FFS/ D D
Approaches selection. AC
Landing PFD Flight Instruments, Set V-speed. No Yes FFS/ D D
AC
Shutdown No Change.
Normal AFMS Procedures for G600. No Yes FTD B C

Procedures
Abnormal AFMS Procedures for G600. No Yes FTD B C
Procedures
Emergency AFMS Procedures for G600. No Yes FTD B C
Procedures
Page 44 of 53
CBT = Computer Based Training
CPT = Cockpit Procedure Training
AC = Aircraft
BASE AIRCRAFT: Cessna 500/501/550/551/S550 with

G950/G1000/G600 installed
COMPLIANCE METHOD
DIFFERENCE AIRCRAFT: Cessna 500/501/550/551/S550 with G600
STC# ST01395WI
TRAINING CHKG/CURR
CHAR CHNG A B C D
Avionics Garmin G600 System is PFD/MFD No Yes
installation. The G600 System integrates X B B
with the existing flight director/autopilot.
Flight Deck G600 may incorporate previously individual No Yes
functions and controls. FTD C C
Instrument G600 PFD/MFD replaces primary flight No Yes

Panel Layout instruments. FTD C C
BASE AIRCRAFT: Cessna 500/501/550/551/S550 with G950/G1000/G600 COMPLIANCE METHOD

installed
DIFFERENCE AIRCRAFT: 500/501/550/551/S550 with G600 STC#
ST01395WI
TRAINING
CHKG/CURR
CHAR CHNG A B C D
22 Auto Flight Mode Controls may change. No Yes FTD C C
Auto Flight
23 Nav/Comm/GPS may be GIA-63, GTNs No Yes X A B
Communications or GNSs.
34 Garmin G620 PFD/MFD replaces No Yes FTD C C
Navigation previous primary flight displays.
34 Garmin Synthetic Vision Technology. No Yes FTD C C
Navigation
34 Single Garmin GRS 77 Attitude Heading No Yes X B B
Navigation Reference System (AHRS).
34 Pilot PFD/MFD Integrated Controls (bezel No Yes ICBT C C
Navigation buttons).
34 Pilot PFD/MFD Navigation Source No Yes ICBT C C
Navigation Integrated Controls (bezel buttons)
added.
Page 45 of 53
BASE AIRCRAFT: Cessna 500/501/550/551/S550 with G950/G1000/G600 COMPLIANCE METHOD
installed
DIFFERENCE AIRCRAFT: Cessna 500/501/550/551/S550 with G600 STC#
ST01395WI
TRAINING
CHKG/CURR
CHAR CHNG A B C D
Pre-flight G600 Cockpit preflight procedures. No Yes FTD C C
Engine Start Engine instruments may change. No Yes X B B
After start and AFMS Procedures for G600. No Yes ICBT C C

Taxi
Takeoff Reference for Airspeed and Attitude No Yes FTD B C
G600 PFD/MFD for takeoff.
RTO/ V1 Fail No Change.
Climb Flight director use, Low speed No Yes FTD B C

Cruise awareness, altitude alerter, use of
Descent navigation sources.
Inflight Maneuvers affected by flight director and No Yes FTD B C
Maneuvers navigation mode control.
Instrument PFD Flight Instrument and navigation No Yes FTD B C
Approaches selection.
Landing PFD, Set V-speeds. No Yes X A B
Shutdown No Change.
Normal AFMS Procedures for G600. No Yes FTD C C

Procedures
Abnormal AFMS Procedures for G600. No Yes FTD B C
Procedures
Emergency AFMS Procedures for G600. No Yes FTD B C
Procedures
Page 46 of 53
APPENDIX 3
ACCEPTABLE TRAINING PROGRAM CONTENT
(Reserved)
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APPENDIX 4
AIRCRAFT COMPLIANCE CHECKLIST
(Reserved)
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APPENDIX 5
Electronic Flight Bag Operational Evaluation for Cessna 501 Aircraft Modified by Sierra
Industries, Inc. G950 STC # SA11050SC-D.
1. Purpose and Applicability
The following is provided for the benefit of FAA Principal Inspectors and aircraft operators for
their use in determining the acceptance of EFB applications. As described in AC 120-76 (as
amended), Guidelines for the Certification, Airworthiness, and Operational Approval of
Electronic Flight Bags Computing Devices, the G950 electronic charts are certified Class 3 EFB
Hardware and Type C applications. Class 3 hardware is installed equipment and requires AIR
involvement and AEG involvement. Applications are classified as Type C due to interaction of
the Electronic Charts with the aircraft. The charts can be manipulated (i.e. zoomed, scrolled, etc.)
as Type B, but are classified Type C because aircraft present position is provided on the installed
display on the airport depictions and charts.
2. Suitability Determination
The EFB evaluation determined FliteChart chart display functions to be suitable as one source
for electronic display of airport diagrams, approach plates, arrival procedures, and departure
procedures. Since EFB information cannot be displayed while on emergency power, or certain
avionics failures, a second suitable source is required. Optional ChartView was not evaluated
and a suitability determination was not made. Principal Inspectors should contact the Kansas
City Aircraft Evaluation Group regarding authorization for use of ChartView. Approved
airplane flight manual supplement provides operating limitations for the installation.
3. Description
The STC includes “FliteChart” and optional ChartView electronic charts. A specific system
description for the system configuration appropriate to the installation is available in the
approved airplane flight manual supplement, and Garmin G950 Integrated Flight Deck Pilot’s
Guide for the Cessna Citation I/SP.
4. Mounting
EFB applications are displayed on the multi-function display and have been certified as part of
the type design.
5. Display and Reflectivity
The EFB has been evaluated as part of the type design.
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6. Database Revisions
The database currency requirements are specified in the approved airplane flight manual
supplement, and Garmin G950 Integrated Flight Deck Pilot’s Guide for the Cessna 501.
7. Specifications for Training
As a minimum the crew should use the FMS to flight plan and the EFB electronic chart functions
to pull up the airport depiction charts, SID’s, Arrival Procedures, and approach charts. Pilots
should master the weather functions to obtain METARS and TAF’s for origin, destination, and
alternate, airports if XM weather functions are enabled.
8. Specification for Checking
Recommended tasks include demonstrating competency in using the FMS to integrate use of the
electronic chart functions to display departures, arrivals, and approaches, and utilizing the
graphical weather functions if XM weather functions are enabled.
9. Specification for Currency
Currency level is variable as set in MDR table. If level C currency is indicated by MDR table,
recommended tasks include demonstrating competency in using the FMS to integrate use of the
electronic chart functions to display departures, arrivals, and approaches, and utilizing the
graphical functions if XM weather functions are enabled.
10. Environmental Testing (HIRF, EMI)
Intensity Radiated Fields and Indirect Effects of Lightning for system were tested per High
Intensity Radiated Fields (HIRF) and Indirect Effects of Lightning Test Procedure. The system
meets Certification Basis requirements and special conditions for High Intensity Radiated Fields
and Indirect Effects of Lightning.
11. Continued Airworthiness
Instructions for Continued Airworthiness for the system are addressed in accordance with aircraft
certification requirements and available through normal ICA distribution processes.
12. LIST of Affected Document

The following is a list of Procedures, Documents and Affected Manuals concerning Operational
Approval of G950 electronic charts for use as an Electronic Flight Bag:
• Airplane Flight Manual Supplement
• Garmin G950 Integrated Flight Deck Pilot’s Guide for the Cessna Citation I/SP
• Operations Manual
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• Flight Crew Training Program

• Training Courseware (Flight Crew, Maintenance Personnel, Operations Personnel)
• Company Maintenance Procedures
• Component Maintenance Manuals
• Minimum Equipment List
• Data Delivery and Management Procedures
• EFB Configuration Control Procedures
Page 51 of 53
APPENDIX 6
Electronic Flight Bag Operational Evaluation for Cessna Models 500, 550, S550 and 560
Aircraft Modified by IS&S STC # ST02739NY.
Table of Contents
2. EFB Suitability Determination
3. FSB Specifications for Training
4. FSB Specifications for Checking
5. FSB Specifications for Currency
6. List of EFB Affected Document

The following is provided for the benefit of FAA Principal Inspectors and aircraft operators for
their use in determining the acceptance of EFB applications. As described in AC 120-76 (as
amended), Guidelines for the Certification, Airworthiness, and Operational Approval of
Electronic Flight Bags Computing Devices, the Integrated Systems and Solutions (IS&S)
Avionics system with optional Electronic Chart Server Unit configured for electronic charts
and/or satellite weather is certified Class 3 EFB Hardware and Type C applications.
2. EFB Suitability Determination

The EFB evaluation determined Integrated Systems and Solutions (IS&S) Avionics system with
optional Electronic Chart Server Unit configured for electronic charts are suitable as one source,
for electronic display of airport diagrams, approach plates, arrival procedures, and departure
procedures. Since chart information cannot be displayed while on emergency power, or in the
event of certain avionics failures, a second suitable source is required. Airplane Flight Manual
Supplement limitations must be complied with regarding use of Optional Electronic Chart Server
Unit configured for electronic charts or satellite weather data.
3. FSB Specifications for Training

As a minimum the crew should use the EFB electronic chart functions to display airport
depiction charts, Departure Procedures, Arrival Procedures, and approach charts. If configured
for satellite weather data, pilots should be proficient in using all weather data functions available.
4. FSB Specification for Checking

Recommended tasks include demonstrating competency using electronic chart functions, to
display departures, arrivals, and approaches during normal, abnormal and emergency procedures.
If configured for satellite weather data, pilots should demonstrate proficiency using all weather
data functions available utilizing the graphical weather text functions, if configured for satellite
weather data.
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5. FSB Specification for Currency

Recommended tasks include demonstrating competency in using electronic chart functions to
display departures, arrivals, approaches, and weather data functions if configured.
6. LIST of EFB Affected Documents

The following is a list of procedures, documents, and affected manuals concerning operational
authorization of Integrated Systems and Solutions (IS&S) avionics system with optional
Electronic Chart Server Unit configured for electronic charts and/or satellite weather data:
IS&S Pilot's Guide, Cessna Citation Flat Panel Retrofit
IS&S Flat Panel Display System (Cessna - AdViz) STC# ST02739NY, AFMS
Operations Manual
Flight Crew Training Program
Training Courseware (Flight Crew, Maintenance Personnel, Operations Personnel)
Company Maintenance Procedures
Component Maintenance Manuals
Minimum Equipment List
Data Delivery and Management Procedures
EFB Configuration Control Procedures
Page 53 of 53

Faa Flight Standarization 560 550 Board Cessna 500

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Faa Flight Standarization 560 550 Board Cessna 500

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U.S.

Flight Standardization Board (FSB) Report

Cessna Aircraft Company CE-500

Models 500, 501, 550, 551, S550, 552, 560

Eric H Sanford, Chair

Federal Aviation Administration

Telephone: (816) 329-3233

Revision Sections Date Chair

Revision Original Changes

RECORD OF REVISIONS ............................................................................................ 2

1. PURPOSE AND APPLICABILITY .............................................................................. 4

2. PILOT TYPE RATING REQUIREMENTS................................................................... 5

3. MASTER REQUIREMENTS ...................................................................................... 14

4. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODR) ................... 15

5. SPECIFICATIONS FOR TRAINING .......................................................................... 16

6. SPECIFICATIONS FOR CHECKING ........................................................................ 21

7. SPECIFICATIONS FOR CURRENCY ....................................................................... 23

8. AIRCRAFT REGULATORY COMPLIANCE CHECKLIST ...................................... 24

9. SPECIFICATIONS FOR TRAINING DEVICES AND SIMULATORS ...................... 26

10. APPLICATION OF FSB REPORT.............................................................................. 26

11. ALTERNATE MEANS OF COMPLIANCE ............................................................... 27

APPENDIX 1. MASTER DIFFERENCE REQUIREMENTS (MDR) TABLE

APPENDIX 2. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS

APPENDIX 3. ACCEPTABLE TRAINING PROGRAM CONTENT- (RESERVED)

APPENDIX 4. AIRCRAFT COMPLIANCE CHECKLIST- (RESERVED)

APPENDIX 5. ELECTRONIC FLIGHT BAG (EFB) EVALUATION FOR CESSNA MODEL

The objectives of this FSB were to:

2. PILOT TYPE RATING REQUIREMENTS

2.1.3 Model 550

The following differences were identified:

A flight standardization board conducted an evaluation and released a memorandum on

A flight standardization board conducted an evaluation and released a Memorandum on

2.1.7 Model 560

2.1.9 G600 STC# ST01395WI: A flight standardization board conducted an evaluation on

2.2.4 Removing SIC Limitation. Removing a “CE-500 Second In Command Required”

• Preflight preparation tasks: none;

3.1 Common Requirements (All CE-500 aircraft).

3.1.7 Specific Flight Characteristics. No other special or unique requirements/flight

3.2 Master Difference Requirements (MDR).

4. ACCEPTABLE OPERATOR DIFFERENCE REQUIREMENTS (ODR)

5. FSB SPECIFICATIONS FOR TRAINING

5.1 Areas of Emphasis

c) 560 (Citation V) CDS/R. Pilots need to become proficient at interpreting and

5.2 Pilots Initial, Transition and Upgrade Training.

5.2.3 Crewmember Emergency Training. Crewmember emergency training should be

Emergency training also consists of instruction in crewmember emergency assignments and

There are no seat dependent tasks identified for CE-500 aircraft.

a) Differences training program prerequisites necessitate that a trainee has completed

5.4 Recurrent Training:

5.6 Other Training:

5.6.2 Instrument Approaches. Only CAT I approaches are permitted by certification.

6. FSB SPECIFICATIONS FOR CHECKING

6.1 Checking (14 CFR §135.293).

a) Proficiency with aircraft performance calculation and aircraft handling to achieve

d) Demonstration of FMS navigation (departures, arrivals and approaches) proficiency as

f) High altitude conditions and aerodynamics.

6.2 Type Ratings

6.3 Proficiency Checks

7. FSB SPECIFICATIONS FOR CURRENCY

7.1.2 Instrument Experience 14 CFR §§61.57/135.297. Instrument experience must include

7.2.1 Maintain Currency

Level B Currency – When MDR/ODR specifies Level B Currency, currency is maintained by

Level C Currency – When MDR/ODR specifies Level C Currency, currency is maintained by

Level D Currency – When MDR/ODR specifies Level D Currency, currency is maintained by